Variable speed planetary gear transmission and vehicle drive arrangement



March 17, 1959 G. F. KAROW VARIABLE SPEED PLANETARY GEAR TRANSMISSION Filed Deo. 14, 1950 AND VEHICLE DRIVE ARRANGEMENT 6 Sheets-Sheet 1 Wl/Q lol" /a/' March 17, 1959 G. F. KAROW ANSMISSION AND VEHICLE DRIVE ARRANGEMEN'I 2,877,665 y VARIABLE SPEED PLANETARY GEAR TR Filed Dec. 14, 1950 6 Sheets-Sheet 2 March 17, 1959 G F KARow 2,877,665

VARIABLE SPEED LAETARY GEAR TRANSMISSION AND VEHICLE DRIVEv ARRANGEMENT Filed Deo. 14, `1950 6 Sheets-Sheet 3 i /4 INVENTOR.

March 17, 1959 G. F. KARow 2,377,665

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United StatesPatent N O VARIABLE SPEED PLANETARY GEAR TRANSMIS- SION AND VEHICLE DRIVE ARRANGEMENT George F. Karow, Saginaw, Mich. Application December 14, 1950, Serial No. 200,725 33 Claims. (Cl. 74677) This invention relates generally to variable speed power transmitting means and more particularly to the type used in motor vehicles having variable coupling means combined with a variable speed means with either selective or automatic controls.

In accordance with this invention a variable coupling means of either the torque converter or fluid coupling type is connected to a variable speed means of the selective speed type illustrated here as a planetary gear train. Elements of both the coupling means and speed means are hydraulically operated by friction clutches, or one-way clutches or brakes.

One of the objects of this invention is to provide variable speed means wherein a driving element of a planetary gear 'set thereof can be selectively connected to the input shaft thereof.

Another object of this invention is to provide variable speed means wherein each of two driving elements of a planetary gear set thereof can be selectively connected to the input shaft thereof.

It is another object of this invention to provide variable coupling means having a reaction member, -combined with a variable speed means wherein one of the aforesaid driving elements of the speed means is also selectively connectable to the reaction member of the coupling means.

It is another object of this invention to provide a mechanism having variable coupling means and variable speed means, wherein the speed means has a tubular input shaft connected at one end to the driven member of the coupling means.

Another object of this invention is to provide a mechanism as set forth in the previous paragraph, wherein the variable speed means has an output shaft coaxial with and extending through and beyond said one end of the tubular shaft. y

Another object of this invention is to provide a mechanism as set forth in the two previous paragraphs, wherein the output shaft also extends out and beyond the opposite end of the variable speed means.

It is anotherobject of this invention to provide a variable speed means comprising a case enclosing a set of planetary gears having a planet carrier a portion of which is cupped to form a drum for frictionally contacting a brake band supported by and operably connected to the case.

Still another object of this invention is to provide a mechanism as set forth in the foregoing paragraph wherein a power output shaft s connected to the planet gear carrier.

Another object of this invention is to provide a mechanism having a tubular power shaft, variable coupling means having the driving member thereof connected to the power shaft, variable speed means having a tubular power input-shaft aligned with the power shaft and connected at one end to the driven member of the coupling, a power output shaft coaxial with and extending through the aforesaid tubular shafts and means for variably connecting the opposite end of the input shaft to said output shaf It is another object of this invention to provide a mechanism as set forth in the preceding paragraph wherein the output shaft also extends beyond said opposite end of the variable speed means.

The foregoing as well as other objects of this invention will be made more apparent as this description proceeds, especially when considered in connection with the accompanying drawings, wherein:

Figs. 1A and 1B of the drawings are longitudinal sectional views of one embodiment of the invention shown as connected to a Power Transmitting Mechanism for Motor Vehicles, issued January l, 1952, as United States Letters Patent No. 2,581,025, under application Serial No. 98,202, tiled by this applicant June 10, 1949. The invention is shown as a selective control means for the reaction member of a variable coupling means combined with the selective control of a planetary gear set in a variable speed means.

Fig. 2 of the drawings is an enlarged longitudinal sectional view of the sun gears of the planetary gear set which is shown in Fig. 1B of the drawings.

Fig. 3 of the drawings is a variation of the dog clutch EE shown in Fig. 2 of the drawings wherein the clutch EF is hydraulically engaged while the clutch EE in Fig. 2 of the drawings, it will be noted, is hydraulically disengaged.

Fig. 4 of the drawings is a diagram of the gear train pitch diameters showing the relative direction or inclination of rotation of the gears for forward speeds while the direction or inclination of rotation would be the opposite for reverse speeds. The view is taken through the gears while looking toward the engine and helps to visualize the relationship of the gears.

Fig. 5 of the drawings is a transverse sectional view of the transmission taken substantially along the line 5-5 in Fig. 1B of the drawings.

Fig. 6 of the drawings is a longitudinal sectional view taken substantially along the line 6 6 in Fig. 5 of the drawings.

Fig. 6A of the drawings is an enlarged elevational detailed view taken along the line 6A-6A in Fig. 5 of the drawings.

Fig. 7 of the drawings is a partial view of a longitudinal section of another embodiment of this invention showing how the reaction member of a variable coupling' means can be selectively connected to one of two driving elements of a planetary gear variable speed means.

Figs. 8 and 9 of the drawings are diagrammatic sketches of the power iiow of the mechanisms shown in Figs. 1 and 7 respectively.

While these designs are executed with a desire for standardization and interchangeability of parts, it must be understood that if so desired the multiple disc brakes housed in the stationary casings can be replaced with the well known contracting brake band mechanisms. If such be the case, the mechanism shown in Figs. 5, 6 and 6A of the drawings would be a desirable means of operating these bands.

Now referring to Figures 1A and 1B of the drawings for a more detailed description of the invention wherein a power transmitting mechanism 12 has an engine shaft 1 rotatively supported in main bearings 2 and 3 of an engine block 3. A driving gear 4 is rotatively supported by bearings 5 and 6 housed in a gear case 7 and a bearing retainer 8 respectively. The driving gear 4 is supported coaxially with the main bearings 2 and 3 of the engine shaft 1 and is suitably connected to said shaft by a spline 9 and a screw 10.

A driven gear 11 meshes with the driving gear 4 and is suitably connected to a tubular power shaft 12 by` a spline 13. The tubular power shaft 12 is rotatively supported by bearings 14 and 15 housed in the case 7 and the bearing retainer 8 respectively. The tubular power shaft 12 is formed with a flange r16 at the end adjacent the bearing retainer 8 and has an oil seal 17 where it passes through said retainer. An engine bottom pan 3" is suitably connected to the engine block. 3 and helps to support the gear case 7.

Variable coupling means 18, shown here as a three .mmber torque converter, has a housing 19 suitably anged and connected at 21 to a flanged tubular pump shaft 22 of a pump 23. An end plate 20 forms a suitable closure for the housing 19 and is suitably formed and connected thereto at a ange 21. The coupling 18 is suitably supported at one end by a recess in the end of, the, `shaft 12 formed by a concentric rim 24 thereon, and slidably retains the hub part of the end plate 20. The coupling 18 is suitably supported for rotation at the other end by the shaft 2,2 and a bearing 25 in the pump 2 3.

A driving connection is provided between the tubular poWQl Shaft 1,2 and the variable coupling 18 by a iiexible driving -disc 41 which compensates for the slight inaccuracies of manufacture which would cause misalignment of the rotating parts of the coupling 18 in relation to the power shaft 12. The driving disc 41 is suitably connecfztd t the flange 16 on the shaft 12 and the flange 21 on the coupling 18.

An impeller or driving member 26 of the coupling 18 is `formed with suitably pitched blades or vanes 26 supported between the housing 19 and an inner wall 27 to form a pump unit to force circulation of oil in a spirally orbital path about the axis of rotation of the coupling 18 when the housing 19 is rotated. The arrows 28 indicate the direction of now.

A turbine or driven member 29 of the coupling 18 is Iformed with a curved outer wall 30 and an inner wall 31 supporting pitched blades or vanes 29' which are so pitched as to cause the oil flow to rotate the driven member 29 in the same direction as the driving member 26. The driven member 29 is suitably connected to a anged concentric adapter 35 which rotatively supports it relative to the housing 19. The adapter 35 is supported ina bearing 36 which is housed in the end plate 20.

A stator or reaction member 32 of the coupling 18 has a curved outer wall 33 and an inner wall 34 supporting pitched blades or vanes 32' which are so pitched as to cause the oil flow to rotate the reaction member 32 in a direction opposite to that of the driving and driven members 2,6 and` 29 respectively. The reaction member 32 isY suitably connected to one end of a tubular brake shaft 38A by a spline 39 and is rotatively supported relative to the driving and driven members 26 and 29 respectively by a bearing 40 housed in the adapter 35 and supporting Vthe brake shaft 38.

The oil pump 23 is of the conventional type having a i housing 42 recessed to receive intermeshing external and internal gears 43 and 44 respectively. The external gear 43 suitably connected to the tubular shaft 22 by a spline 45, is concentric therewith and rotated thereby. A pump backing plate 46 seals the gears 43 and 44 in the housing 42 and has passages 47 and 48 through the plate for pump inlet and outlet respectively (partially shown). An oil seal 49 is provided between one end of the housing42 and the shaft 22.

A bell housing 50 is suitably flanged and connected to the gear case 7 as shown at 51 and has a recess 52 which supports the pump housing 42 of the pump 23 concentric with the coupling 13. The gear case 7 is formed with a lower flange 51' and the housing 50 has a cooperating flanged opening 50 to which a bottom pan 58" is suitably fastened. The bell housing has tubular extensions 53 and 54 which house a multiple disc brake A and also enclose a clutch B respectively.

lThe extension 53 has an annular recess concentric about the shaft 38 for slidably supporting an annular piston 55 which has an external sealing ring Y56. The recess is formed with a vCy.1,i.us1r,i. .=a1. portion at the inner diameter which is grooved to support a sealing ring 56 and a locking ring 57. The locking ring 57 forcibly supports a corrugated washer spring 58 against the piston SS and moves said piston into the exhausted position in the recess for disengagement of the brake A. A wall 59 at the juncture of the bell `housing and the extension 53, with the piston forms a pressure chamber 60 in which fluid under pressure is admitted to engage the brake A. Passages 61 and 63 in the wall 59 connect the pressure chamber and the pump outlet 48 respectively to the surface 54' to which in turn a speed selector valve (not shown) is suitably attached. Passages 62 and 62 in the wall 59 and extensions 53 and 54 respectively connect the pump inlet 47 to an oil pan and reservoir 64.

Longitudinal internal serrations are provided in the extension 53 adjacent the outer diameter of the piston 55 for engaging mating lugs on the nonrotative discs of the brake A. A groove is provided at the outer end of the serrations for a locking ring 65V which supports a backing ring 66. The brak-e A has a hub 67 suitably connected to the other end of the tubular brake shaft 38 as shown by a spline 68 and is rotatively supported by a concentric hub portion 6 9 of the wall 59. The brake hub 67 has a cupped outer rim 70 having longituf dinal external serrations engaging mating internal lugs on the rotative discs of the brake A. Wearing discs are provided between each rotativedisc and nonrotative disc or part (i. e., the piston 55 and ring 66).

In loperation the brake A controls the rotation of the reaction member 32 of the coupling 18. When tiuid under pressure is admitted to the chamber 60, the piston 55 presses the brake discs together and frictionally en,- gages them. This locks the reaction member 32 to the case or extension 53. Conversely when the pressure in the chamber 60 is released, the spring 58 forces the piston 55 away from the discs releasing the rotative discs and consequently permitting the reaction member 32 to rotate in either direction thus preventing torque multi.- plication in the coupling 18.

A variable speed means 71 consists of a set of planetary gears 72 and control means comprising a multiple disc clutch B, multiple disc brakes C and D, and a dog clutch E for controlling the action of the separate elements of the gear set. A second oil pump 73v is also provided to augment the capacity of the first pump 23.

The planetary gear set 72 consists of a large sun gear 74 (the driving element for forward speeds), a small sunY gear 75 (the driving element for reverse speeds), a ring gear 76 (the element locked to the case for low and reverses speeds) encircling the larger of the sun gears, a planetary idler gear 77 meshing with the smaller sun gear 75 and a gear 78' of a planetary cluster gear 78 a gear 78" which also meshes with the ring gear 76 and large sun gear 74, a planet carrier 79 (the power output element of the gear set) and a `carrier part 80 suitably connected to it and havingva tubular portion 80' and cupped drum portion S0" are supported for rotation on bearings 81 and 82 in the hub partv 83' of a case 83 and a case end part 84 respectively.

An operating shaft 79 suitably supported for rotation in the case 83, supports a band 79" and lining 81' and is suitably operable to cause the band 79"l to frictionally contact the outer surface of the drum portion 80. A bar 81" slidably supports the band 79" in a position adjacent the drum 80".

The carrier 79 and part 80 are suitably tted with a pin 85 which supports the idler gear 77 for rotation. A pin 86 suitably itted to the carrier 79 and part 80 supports the planet cluster gear '78 for rotation. The ring gear 76 is suitably supported for rotation by an extension 76 and a bearing 87 which is housed in a hub part 88 of the case end part 84.

The large sun gear 74 is selectively connectable to a abaisse gear hub and clutch piston 89y thru the dog clutch E. The clutch E consists of an annular ring of internal gear teeth or lugs on the inner circumference of the gear rim spaced a distance 90 from a ange 91 of the gear 74. The gear hub and clutch piston 89 has a similar annular ring of external gear teeth or mating lugs on one end of a portion reduced in diameter and spaced a distance 91 from the maximum diameter of the pistonv which is grooved for supporting a ring 92 sealing the piston89 to the inside diameter of the rim of the gear 74. An end wall 93 suitably connected to the rim of the gear 74 on the side opposite the ange 91, with the piston 89 forms a pressure chamber 94. The wall 93 with the flange 91 and a hanged bushing 95 connected to it, suitably support the gear 74 for rotation without radial pressure on the piston 89.

A tubular power input shaft 96 of the variable speed means 71 is supported for rotation coaxially with the shafts 12, 22, and 38 and is suitably connected at one end to the driven member 29 of the variable coupling 18 by the anged adaptor 35 and spline 97. The power input shaft 96 is slidably connected at the other end to the clutch piston 89 by a spline 98. A thrust washer 99 contacts the ange 91 and acts as a synchronizer between the piston 89 and the gear 74 and has serrations on its'inner diameter to engage the spline 98 on the shaft 96 to make it rotate therewith. `A corrugated washer spring 100 is interposed between the piston 89 and the washer 99.

In operation the spring 100 forces the piston 89 away from the washer 99 and the ange 91 to engage the mating external and internal lugs of the clutch E. When uid under pressure is admittedto the chamber 94, the piston 89 is forced against the spring 100,y washer 99 Vand iiange 91. The external lugs of the clutch E then slide into the space 90 and leave the internal lugs free to rotate in the space 91. Then relative rotation is vpermitted between the gear 74 and the piston 89. Therefefore the gear 74 is then f ree to rotate independently of Athe power input shaft 96.

A power output shaft 101 of the variable speed means 71 is suitably connected to and supported by the planet carrier 79 by the spline 102 and is rotatively mounted coaxially with and passes through the coaxiall tubular shafts 12, 96, 38 and 22 and may be operatively vconnected through a differential drive 102 to one set of wheels of a motor vehicle. Each of these shafts is free to rotate independently of the others. The shaft 101 rotatively supports the wall'93 and the gear end of the tubular shaft 96. Sealing rings 106 and 107 form a 4liquid seal between the shaft 101 and the '.w'all 93 and the shaft 96 respectively on either side of a passage 108 and groove 109 in the shaft 101. The shaftA 101. has an extension 110 that fits snugly into a recess 111 in aA shaft 103 to permit a connection between a passage 112 in the shaft 103 and the passage 108 in the extension 110. Y

The cylindrical extension 103 of the planet carrier r79 is connected to and supported for rotation coaxially with the shaft 101-and provides a second power output shaft `extending through and beyond the end ofthe variable speed means 71 opposite the variable coupling means 18 and may be connected to a second set of driving wheels of a motor vehicle. Chevron packing 104 seals the fluid chamber of the variable coupling means l18 where the Ashaft 101 leaves the chamber to be supported for rotation in a bearing 105.

It is understood that when the couplingv18 is directly connected to an engine shaft in place of the tubular shaft 12, the tubular shaft 98 would become a solid shaft and somewhat smaller in diameter as well as the diameters of all the adjacent parts. The extension or shaft 103 would then be the one and only power output shaft, and would rotatively support the solid shaft 96 at a point where the spline 102 is now shown.

The bearing 82 is lined withy hanged bushings 113 spaced apart at their inner ends to for-m a groove 114 which is aligned with and connects to the passage 112. Sealing rings 115 in the shaft extension 103 on either side of the groove 114 form a liquid seal between the shaft 103 and the bushings 113. A passage 112' in a wall 116 connects the groove 114 toa surface 84" which is provided for the attachment of the speed selector valve (not shown). e

The end wall 116 in the case end part 84 supports the bearing 82 and hub part 88 and cooperates with the latter to form a recess which 'slidably supports the annular piston 117. A sealing ring 118 in the outer diameter of the piston 117 forms a uid seal between the piston and the adjacent end part 84. A sealing ring 119 supported in a groove in the hub part 88 adjacent the piston forms a tluid seal between the two. Longitudinal internal serrations 120 are provided lin the part'84 adjacent the outer diameter of the recess for the piston 117 for engaging mating external lugs on the outer diameter of the nonrotating discs of the brake D and a backing ring 121. A locking ring 122 is supported by a groove in the part 84 adjacent the ring 121.

The ring gear 76 has a tubular extension 123 on the outer diameter of which longitudinal external serrations 124 are .provided to engage mating internal lugs on the inner diameter of the rotating discs of the brakeD. The rotating discs of the brake D are suitably separated from the nonrotating discs and parts 84 and 121 by wearing discs without lugs.

A pressure chamber 12S is formed by the wall,116 andthe piston,117. A passage 126 in the end partr84 and the wall 116 connects the chamber 125 to thev surface 84" which is provided for the attachment of the speed selector valve (not shown). A locking ring 127 issecured in a groove in the hub part 88 near the inner diameter of the piston 117 and supports a corrugated washer spring 128 to force the piston 117 to its exhausted `position in the recess provided therefor.

In operation when duid under pressure is admitted .to the chamber 1 25, the piston 117 moves toward the lock# ing ring 122 and compresses the spring 128 while frictionally engaging the discs of the brake D. The ring gear 76 is then locked to the case end part 84 and rotation thereof is prevented. When the pressure in the chamber is relieved, the spring 128 supported bythe locking ring 127 forces the piston 117 in the opposite direction disengaging the discs of the brake .D and the ring gear76 is then free to rotate. f

The small sun gear 75 is rotatively supported at one end by the bushing 95 and has a tubular extension. 129 at the other end connected by a spline 130 to and rotatively supported by a hub 131 of a rotative clutch housing 132. The hub 131 is rotatively supported in thelbearing 81 and has an annular groove 133 on its outerr diameter, sealed by rings 134 on either side. r

The multiple disc brake C is identical in construction and operation as the brake D but has a recess in the case 83 for slidably supporting the annular piston135. A wall 136 of the case 83 supports the hub part l83' `and with the piston forms a pressure chamber 137. Longitudinal internal serrations 138 in the case 83 engage mating external lugs on the nonrotative discs of the brake C and the backing ring 139. A locking ring 140 is supported in a groove in the case 83 adjacent the ring 139. A tubular extension 141 of the clutch housing 132 has longitudinal external serrations 142 engaging mating internal lugs on the rotative discs of the brake C. Wearing discs without lugs are provided vbetween the rotative and non rotative discs and parts 135 and 139. A locking ring 143 is supported by a groove inthe hub 83 adjacent a corrugated washer spring 144 which also engages the disc side of the piston 135. A passage 145 in the wall 136 connects the pressure chamber 137 amasar 7 to a swim 83" which is provided for the attachment of a speed selector valve (not shown).

'In operation when fluid under pressure is admitted to the pressure chamber 137, the piston 135 forces the discs to -frictionally engage each other and thereby connect the clutch `housing 132 and the sun gear 75 to the case ,83. preventing rotation thereof. When the pressure in the chamber 137 is released, the spring 144 supported by the ring 143 forces the piston away from the discs, disengaging them and permitting the clutch housing 132 and the sun gear 75 to rotate.

`".l'he clutch B has similar construction and operation as the brakes A, C, and D. The housing 132 has a recess slidably supporting an annular piston 146 and longitudinal internal serrations 147 engaging mating external lugs on the driven discs and backing ring 146' of the clutch. A locking ring 147 supports the backing ring 146'. A clutch hub 148 has a cupped rim 149 having longitudinal external serrations engaging mating internal lugs on the driving discs of the clutch B. The Ihub 148 and rim 149 are concentrically supported for rotation by the power input shaft 96 and suitably connected thereto by straight keys 150. A passage 133 is provided in the wall 136 and hub 83' for connecting the groove 133 to the surface 83" which is provided for the attachment of a speed selector valve (not shown). A passage 152 in the clutch hub 131 connects the groove v133 to the pressure charnber `-1.

In operation when lluid under pressure is admitted to the chamber 151, the piston 146 forces the driving and driven discs of the clutch B to frictionally engage each other and thereby connect the sun gear 75 to the power input shaft 96. When the pressure in the chamber 1,51 is released a spring 153 supported by a locking ring j154 forces the piston 146v away from the discs disengaging them and thereby permitting relative rotation between the input shaft 96 and the sun gear 75.

'The case 83 has a flanged opening 151 at the bottom, to which the oil pan or reservoir 64 is suitably connected. The reservoir 64 has a filter 152 which has passages 153' and v154' leading to flange passages 153" and 154" to connect to passages 62' and 172 respectively. The passages 153" and 154" are narrow enclosures at the anges of the reservoir 64. A drain plug 152 is provided in the lbottom of the reservoir 64.

The pump 73 has a housing 155 containing a concentric recess for an external gear 156 and an excentric recess for an internal gear 157. The gear 156 is suitably connected to and rotated'by the shaft 103 by a spline 158 and locking ring 159 that lits in a groove in the spline. The gear 156 meshes with the gear 157 at 160 and rotates it in the housing 155 when the shaft 103 is rotated. A pump backing plate 161 is -provided to seal the gears 156 and 157 in their respective recesses. The housing 155 and plate 161 are concentrically supported in a recess 162 in the end part 84 adjacent the wall 116.

The pump 73 must deliver oil while rotating in either direction. This is provided for as follows: Forts 163 and 1.64 through the plate 161 are provided circumferentially on either side of the place 160 where the gear 156 meshes teeth with the gear 157. Passages 165 and 166 with recesses 16,7 and 168 and passages 169 and 170 (all in the part 84) connect the ports 163 and 164 respectively to the groove or transverse passage 171. A passage 172 in the case 83 connects the transverse passage 171 to the oil pan or reservoir 64. Check valves 173 and 174 with suitable springs 175 and 176 in the recesses 167 and 168 respectively permit flow of oil from the reservoir 64 to the pump 73 but a reverse flow is stopped at the valves 173`and 174. A retainer plate 177 suitably seals the recesses v 167 and 168 and serves as an abutment for the springs 175 and 176. A speedometer gear cover 178 is provided on the opposite side of the housing 155 from the plate 161. The cover 178 and the housing 155 have met et .two coqncratng recesses .179. 180, and 181, 18.2, respectively, aligned with and connected to the passages 163 and 164 bya second set of ports 183 and 184, respectively, in the plate 161. Check valves 185 and 186 and suitable springs 187 and 188 are slidably supported in the cooperating recesses 179, and 181, 182, respectively. A groove 4passage 189 in the cover 178 connects the recesses 179 and 180 to a passage 190 in the housing 1 55 and passage 189' in the part 84 which connects to the surface 84" which is provided for the attachment of a speed selector valve. It will be seen that the check valves and 186 permit ow from the pump 73 to the selector valve but reverse ow is checked. Therefore the passages 165 and 166 can function as both inlets and outlets to the pump depending upon 'its rotation.

A spiral speedometer drive gear 192 is suitably connected to the power output shaft 103 at a spline 193 and meshes with a spiral gear 194 which is suitably mounted for rotation in the cover 178, and `is connected to a speedometer drive cable not shown herein. The cover 178 is formed with a boss `195 which supports the outer end of the shaft 103 and an oil seal 196 surrounding said shaft. The outer end of the shaft 103 is provided with a spline 197 Lfor connection toa universal drive joint or other suitable means.

1lt-will, be seen that this arrangement if placed longitudinally 'in a motor vehicle will allow both front and rear wheels o f said vehicle to be driven. This feature is desirable for military vehicles and others operating in cross-country service.

Now referring to Fig. 2 of the drawings wherein the reference numerals are those of Fig. l of the drawings and have ,the sux E. The assembly and function of the parts are identical to those shown in Fig. 1 of the drawings, the operation of' which is given supra, and is not repeated here.

Fig. 3 ofthe drawings is a variation of the dog clutch EE shown in Fig. 2 of the drawings, wherein the clutch EF is hydraulically engaged while the clutch EE in Fig. 2 of the drawings, it will be noted, is hydraulically disengaged. All reference numerals of parts in Fig. 3 of the drawings having the suliix F are the corresponding parts in Figures lB and 2 of the drawings as indicated by the reference numerals. A description of all these parts is notrepeated. For the purpose of this description let it suice to say that the pressure chamber 94F, the synchronizing thrust washer 99F and the spring 100F are located on the opposite side of the gear hub and piston 89F from that which is Yshown in Fig. 2 of the drawings. A sealing ring 107' is provided in a groove located in that part of the tubular input shaft 96F which contacts the anged bushing 95,1;` to form a seal between the two. The Passage 10,81F and the annular groove 109F are relocated to align them with the new location of the pressure charm ber 941:.

In operation the spring 100'F forces the. piston 89F away from the washer 99F' and end wall 93E to disengage the mating external and internal lugs of the dog clutchv EF'. Thus the sun gear 74F is free to rotate relative to the gear hub and piston 89F and the input shaft 96F. When uid under pressure is admitted to the chamber 94F, the piston 89F is forced against the spring 1901?", washer 991? and the end wall 93F. The external Ylugs of the clutch EF on the piston 89F slide into engagement with the internalv lugs on the rim of the gear 74P. Thus the sun gear 74P is operatively connected to the input shaft 96F by means ofthe gear hub and piston 891:'. The washer 99E fitted on the spline 98F helps to synchronize the speeds of the gear 74P with the hub 89E during engagement of the dog clutch EF, by frictionally contacting the end wall 93B.

In Fig. 4: of the drawings the pins SSG and 86G` are the pins 85 and 86 respectively shown in Figure 1B of the drawings. For forward speeds the large sun gear 74G is the driver while the small sun gear 756 is the 9 driver fox-'reverse speeds. The outer ring gear 76G is stationary for low and reverse speeds. The small sun gear is stationary for intermediate forward speeds. The large and small sun gears are locked together for high forward speeds, the gear train then rotates as a unit.

Now referring to Fig. of the drawings wherein the parts are given the reference numerals of their counterparts in the preceding figures of the drawings and have the suix G. The assembly and functions of all these parts are not repeated here. Let it suffice to say that the case 83Gl lsupports a anged lbearing 300 in a manner that makes it externally and rotatively adjustable as hereinafter described. The bearing 300 is secured and sealed to the case 83G by screws 301 and is counterbored on its inwardly extending end 300 to rotatively receive one end of the operating shaft 79' G which abuts the base of the counterbore and affords means of resisting thrust on the shaft in one direction. A helically coiled return spring 302, having hooked ends 302 is supported upon the inwardly extending end 300 and has one end suitably hooked into a hole 303 provided in the shaft 79G while the other end of the spring is suitably hooked in a hole 304 provided in the extended end 300.

Thus it will be seen that an external rotativeadjustment of the anged bushing 300, by the removal of the screws 301, will provide an increase or decrease in the resilient torsional load of the spring 302 on the shaft 79G.

On the opposite end of the shaft 79G a suitably yformed lever 305 is provided with a bore to receive saidshaft and capable of rotative adjustment with the same. The lever 305 has a sleeve portion 305 extending to the end of the shaft 79G and is supported in a bore 305" in the case 83G vfor oscillating/motion therein. The end of the shaft 79G has a lateral keyway 306 while the same end of the. sleeve hub 305 has several such keyways 307.

Thus it will be seen that the lever 305 having the sleeve portion 305 vcan he rotatively adjusted or advanced relative to the shaft 79G and locked in several positions by 3 a key 308 placed in the keyways 306 and 307 to make the shaft 79G and the lever 305 oscillate as a unit in the bore 305" of the case 83G. IA thrust plate 309 retains the key -308.-a'nd provides means of resisting end thrust on' the shaft 79G in a direction opposite to the aforesaid one direction. A thrust collar 310 is suitably secured to thezshaft'79'G at the inner end of the sleeve portion 305 to keep theends of the sleeve and the shaft aligned and also transmit thrust of the shaft to said sleeve and thrust plate 309.

Right hand and left hand threaded portions 311 and 312 respectively are provided on opposite ends of the intermediate portion of the shaft 79G and rotatively 'engage nuts 313 and 314 respectively which are suitably 4fixed lto lband connecting ends 315 by lugs 316 on nuts and grooves 317 in the band ends. The band ends 315 farei suitably connected to the brake band 79"G and are provided with holes through which the shaft 79G freely passes. A helically coiled Icompression spring 318 is 'provided between the inner faces of the band ends 315 to provide a loaded contact between the lugs 316 and grooves '317 at all times.' This loaded contact is controlled so that individual adjustment of the nuts l313 and 314 is possible with proper wrenches.

; Thus it will be seen that rotation of the shaft 79G in l one direction will move the nuts 313 and 314 toward each other and a contraction or application of the brake band 79"G results while `a rotation of the shaft 79G in the opposite direction results in a movement of thenuts vaway from leach other and an expansion or release of the hand 79"G. '(The contraction ofthe yband r79"GI is made to frictionally engage the lining 81G withthe drum portion 80",of the planet gearcarrier part 80 and carrier 79 in Figure 1B of the drawings so that a contraction of the band 79Gactually actsas a brake on the shafts 101 and 103 in Figure 1B ofthe drawings. to which the'canier is connected.) j

In Fig. 6 of the drawings the parts are given the reference numerals of their counterparts in other figures of the drawings and have the suilix H. An hydraulically operated piston 319 slidably supported in a bore 319' in the case 83H and suitably'connected to the lever 305H by a connecting rod 320 is the operating means of the shaft 79H. Said rod 320 and lever 305H are pivotally connected by a pin 321. A recess 322 in the underside of the head of the piston 319 serves to retain the upper end of the rod 320, assisted by the action of the return spring 302 shown in Fig. 5 of the drawings. A ring 323 in the head of the piston 319 forms a sealing means between said piston and the bore 319. A slot 324 in a wall 325' of the bore 319 provides clearance for the lever 305H. A pressure chamber 325 is formed by the piston 319 in the bore 319' to which fluid under pressure is admitted through a passage 326 communicating with a port 326' in the attaching surface 327 in Fig. 5 of the drawings provided for a control valve not shown.

Thus it will be seen that when fluid under pressure is admitted to the chamber 325, the piston 319 is forced downwardly causing the lever 305H to rotate the shaft 79H counterwise to the torsional loading of the Ispring 302. This rotation moves the nuts 313 and 314 toward each other and results in a contraction or application of the brake band 79G in Fig. 5 of the drawings as heretofore described. Conversely a release of the fluid under pressure in the chamber 325 causes the torsionally loaded spring 302 to rotate the shaft 79H in the opposite direction, returning the piston. 319 to the upper position in the bore 319 resulting in an outward movement of the nuts 313 and 314 and a consequential expansion or release of the brake lband 79G in Fig. 5 of the drawings. l

In Fig. 6A the parts are given the reference numerals of their counterparts in other figures of the drawings and have the suffix I. Screws 328 serve to fasten and seal the thrust plate 309 in Fig. 5 of the drawings to the case 83G. The plate 309 in Fig. 5 of the drawings is removed and an external adjustment of the lever 305H of Fig. 6 is made relative to the shaft 79H thereof. This adjustment would be made while the torsional load of the spring 302 is removed, by the removal of the screws 301 shown in Fig. 5 of the drawings.

Now referring to Fig. 7 of the drawings wherein the parts are given the reference numerals of their corre` sponding parts in Figure 1B of thedrawings and yhave the sutlix A. A description of al1 these references is notrepeated here.

Let it suice to say that the tubular brake shaft 38A has a somewhat larger portion 38 supportedin the concentric hub 69A of the bell housing 50A and connected to a rotative clutch housing 200 at its hub by a spline 201. The housing- 200k has a tubular extension 200 engaging the rotative discsof the brake AA. Sealing rings 202 are supported in grooves in the surface of the part 38' supported by the hub of the housing 50A on either side of a grooved passage 203. A passage 204 in the Wall 59A connects this groove 203 with the speed selector valve. A passage 205 in .the portion 38' and another 206 in the clutch housing 200 connect the groove 203 to a pressure chamber 207 formed in the housing 200 by a piston 208 and the recess supportingsaid piston. A sealing ring 209 is supported in a groove in the outer ldiameter of the piston 208 and seals said piston to its supporting recess. A sealing ring 210 in a groove in the inner diameter of the recess for the piston 208 seals said piston to said groove at this juncture. A locking ring 211 provided in a second groove in the inner diameter of the recess for the piston 208 forcibly`supf ports a corrugated washer spring 212 against said piston opposite the lchamber side 207. Longitudinal internal serrations `213 are provided adjacent the recess for the piston 208 in the clutch F. A locking ring 215 is provided inra groove in the housing 200 adjacent the serrations 213 for supporting the ring 214.

Longitudinal external serrations on a tubular extension 216 of a 'backing ring 217 of the clutch BA engage mating internal lugs of the driven discs of the clutch F. Wearing rings are provided between the driving and driven discs of the clutch F. A locking ring 216 in a groove in the housing 132A supports the ring 217.

The clutch BA has longitudinal internal serrations 218 in the housing 132A adjacent the recess for the piston 146A engaging mating external lugs on the driven discs and backing ring 217 of said clutch. The tubular extension 129A (of the small sun gear 75 of Figure 1B) is rotatively supported in the hub 83'A and has sealing rings. 219 supported in grooves on its outer surface on either side of a groove passage 220 to effectively seal said groove to said hub. A passage 133A in the hub 83A connects the groove 220 to the speed selector valve. A spline 130A connects the extension 129A to the hub of the housing 132A. Passages 221 and 222 in the extension 129A and clutch housing 132A respectively connect the groove passage 220 with the pressure chamber 151A.

In operation the brake AA, CA and clutch BA function as stated in the description of Figure 1B.

The clutch F operates hydraulically the same as the other disc clutch BA and selectively connects the reaction member `32A of the variable coupling means 18A to the extensionY 129A (of the small sun gear 75 of Figure 1B).

The combination of clutches and brakes engaged for the various speed ranges for the different embodiments of this invention are listed below with the identifying numbers of the figures of the disclosures:

FIGURES 1B AND 8 Brakes and Clutches Speed Engaged Low Gear plus Converter Beacton. A plus D plus (E).

FIGURES 7 AND 9 AA plus DA plus (EA).

Low Gear plus Converter Reactor.

DA plus (EA).

plus F plus Low Gear less Converter Reactor Intermed. Gear plus Reactor (AA or CA) (EA). Intermed. Gear less Reactor (CA or F) plus (EA). High Gear plus Reactor AA plus BA plus (EA). High Gear less Reactor.. BA plus (EA). Reverse Gear plus Reactor. AA plus BA plus DA. Reverse Gear less Reactor. BA plus DA.

From the above it will be noted that the clutches (E) and (EA) remain engaged for all forward speeds, being disengaged for reverse speeds only.

What I claim as my invention is:

l. A variable speed driving mechanism comprising compound planetary gearing having a plurality of sun gears, a gear carrier, a planetary gear meshing with one of said sun gears, a compound planetary gear meshing with another of said sun gears and having an axial portion meshing with said other planetary gear, said planetaryA gears being mounted on said carrier; a first shaft extending coaxially to said sun gears and free for relative rotation; a first clutch for connecting said shaft to one of said sun gears; a second clutch for connecting said shaft to another of said sun gears; a second shaft axially aligned with said iirst shaft and connected to said gear carrier.; and a brake for controlling the rotation of at least one of said sun gears.

2. The mechanism as in claim, l wherein; an internal gear is supported for rotation on the axisA of said sun ysts y12 gears and meshes with at least one of said planetary gears; and a vbrake is provided for controlling the rota,- tion of said internal gear. n

3. The mechanism as in claim 1 wherein; said first shaft is tubular; said second shaft extends coaxially through said first shaft; and a mechanism to be driven is connected to the portion of said second shaft extending on the ,opposite side of said planetary gearing from said gear carrier and beyond said first shaft.

4. The mechanism as in claim l wherein; said ,gear carrier has an annular rim on the circumference thereof; and a brake is provided to engage said rim for controlling the rotation of said carrier.

.5 The mechanism as in claim i wherein; said compound gearing, said clutches, and said brake are en closed in a iixed case common to all; said shafts have at least one end extending into said case; and the aforesaid brake connects said one sun gear to said case.

6. The mechanism as in claim l wherein; 4a hydrodynamic coupling has a driving and a driven member supported for rotation on the axis of said gearing lbeyond said clutches and said brake; said rst shaft, near the free end thereof, is connected to said driven member; and means is provided for supplying power to Said driving member.

7. The mechanism as in claim v6 wherein; said. first shaft is tubular; said second shaft, connected to said gear carrier, extends coaxially through said first shaft; and a mechanism to be driven is connected to the portion of said second shaft extending on the opposite side of said coupling from said planetary gearing `and beyond said power supplying means of said driving member.

8. The mechanism as in claim 7 wherein; an engine supported for rotation axially oiset from the axis of said coupling and extends generally parallel thereto, said engine being directly adjacent and axially olset from said mechanism to be driven, for unitary construction therewith; said power supplying means is a tubular shaft connected, near one end thereof, to said driving member; and a driving connection is provided between said tubular shaft near the free end thereofk and said engine shaft near the adjacent end thereof.

9. The mechanism as in claim 1 wherein; a tluid torque converter having a driving, a driven and a reaction member is supported for rotation on. the axis of said gearing beyond said clutches and said brake; said rst shaft, near the free end thereof, is connected to said driven member; means is providedfor controlling the rotation of said reaction member; and means is provided for supplying power to said driving member.

10. The mechanism as in claim 9 wherein; said first shaft is tubular; said second shaft, connected to said carrier, extends coaxially through said -rst shaft; and a mechanism to be driven is connected to the portion of said second shaft extending on the opposite sideoi said converter from said planetary gearing. and beyond said power supplying means of said driving member.

11. The mechanism as in claim 10 wherein; an engine has a shaft supported for rotation. axially oiset from. the axis of said converter and extends generally parallel thereto, said engine being directly adjacent and. axially offset from said mechanism to be driven, for unitary con.- struction therewith; said power supplying means is a tubular shaft connected, near one end thereof', to said driving member; and a driving connection is provided between said tubular shaft near the free end thereof and said engine shaft near the adjacent end thereof;

12. The mechanism as in claim 9 wherein; a; tubular shaft, near one end thereof, is connected to said reaction member ofv the converter; and a clutch is provided -for connecting the opposite end of said tubular shaft to the reaction sun gear.

13. A variable speed. driving mechanism comprising a fluid torque converter having a driving, a driven, and a. reaction member on acommonfaxis; differential.gearing asas/,earsr 413 Y having a driving element, avdriven element, and a reaction sun gear element rotatively supported on said axis, said gearing including at least one set of two intermeshingy planetary reversing gears interconnecting the aforesaid elements; means for connecting said reaction memberv of the converter to said reaction element of the gearing; means for connecting said driven member of the converter to said driving element ofthe gearing, said first Anamed means including a clutch for connecting said means lto the second named means; and braking means for controlling the rotation of said first named means. l 14. The mechanism as in claim 13 wherein; said first namedmeans includes a clutch for connecting said reaction Vmember of the converter to said reaction sun gear element of the gearing.

1S. The mechanism as in claim 13 wherein; said rst named means includes a tubular shaft for connecting said reaction memberof the converter to said reaction element of the gearing; and said second named means includes'a shaft ,for connecting said driven member of the converter to said driving element of the gearing.

, 16. They mechanism as in claim 13 wherein; said driven element of the gearing is a planetary gear carrie'r; anl internal ring gear is supported for rotation coaxially with said gearing and meshes with at least one of the aforesaid planetary gears; and braking means is provided forcontrolling l'the rotation of said internal gear.

17. The mechanism as'in claim 13 wherein; said first named means and said -second named means, are of hollow construction at their axis; a shaft connected to the aforesaid driven element of the gearing extends coaxially throgh-saidjrst andV second named means; a mechanism to be driven is connected to the portion of said shaft extending beyond the torque converter on the opposite side thereof from said differential gearing; and means is provided for supplying power to the aforesaid driving member of the converter.

18. The mechanism as in claim 17 wherein; said power supplying means is an engine having a shaft supported for rotation axially offset from the axis of said converter and extending generally parallel thereto, said engine 'being directly adjacent and axially offset from said mechanism to be driven, for unitary construction therewith; a tubular shaft is connected, near one end thereof, to said driving member; and a driving connection is provided between said tubular shaft near the free end thereof and said engine shaft near the adjacent end thereof.

19. A variable speed driving mechanism comprising a fluid torque converter having an impeller, a turbine, and a stator on a common axis; compound planetary gearing having at least two sun gear elements, and a driven element rotatively supported on said axis, said gearing including at least one set of two intermeshing planetary reversing gears interconnecting the aforesaid elements; means for connecting said stator of the converter to one of said sun gears; means including a clutch for connecting said turbine of the converter to the other of said sun gears; and braking means for controlling the rotation of said first named means.

20. The mechanism as in claim 19 wherein; said first named means includes a clutch for connecting said stator of the converter to said one sun gear.

21. The mechanism as in claim 19 wherein; said first named means includes a tubular shaft for connecting said stator of the converter to said one sun gear; and said second named means includes a shaft for connecting said turbine of the converter to said other sun gear.

22. The mechanism as in claim 19 wherein; said first named means and said second named means have a clutch in common for locking same together.

23. The mechanism as in claim 19 wherein; said driven element of the gearing is a planetary gear carrier; an internal ring gear is supported for rotation coaxially with said gearing and meshes with at least' one'of the "afore-l said planetary gears; and v'braking meanslis provided .for controlling the rotation of said internal gear.

24. The mechanism as in claim v19V wherein: said first named means 'and said second named Vmeans are vof hollow construction at theii'EaXS; 'a shaft connected to the aforesaid driven element-of thefgearing extends co-j axially through said yfirst and `second named' meansya mechanism to be driven isco'nnec'ted to the portion of said shaft extending beyo'nd'saidv converteren the oppo site side thereof from said lplanetarygearing; andA means is provided for supplying power to the aforesaidimpeller of the converter. j f' t 25. The mechanism as in claim 24 wherein; an engine supported for rotation axially olfset from theaxis of said converter and extends generally 'paralleltheretm said engine being directly adjacent and axially offset from said mechanism to be driven, for unitary construction therewith; said power-,supplying meansis a tubular shaft connected, near one end thereof, to said irnpeller;l and a driving connectionpis provided between said tubular shaft near the free end thereof and said engine shaft near the adjacent end thereof. v l t 26. The mechanism as in claim 1.9 wherein; an internal ring gear is Supported for rotation coaxially with saidy gearing and meshes with at least one of the' aforesaid planetary gears; and braking means 'is provided for controlling the rotationl of 's'aid': internal gear.` I'

27. A variable speed driving" mechanism comprising tubular first and second shafts axially aligned; ahydrodynamic coupling Ahavinga driving member connected to said first shaft, a driven member connected to said second shaft, said connections being near the adjacent ends of said shafts; a third shaft extending coaxially through said axially aligned shafts; variable speed means connecting said tubular second shaft, near the outer end thereof, to said third shaft; a mechanism to be driven connected to the portion of said third shaft extending beyond the outer end of said tubular first shaft; and means for supplying power to said tubular first shaft in a manner to cause the total power to flow through the aforesaid coupling.

28. The mechanism as in claim 27 wherein; said variable speed means is compound planetary gearing having a plurality of sun gear elements, a driven element connected to said third shaft, and at least one set of two intermeshing planetary reversing gears interconnecting the aforesaid elements; a first clutch is provided for connecting said second shaft to one of said sun gears; a second clutch is provided for connecting said second shaft to another of said sun gears; and a brake is provided for controlling the rotation of at least one of said sun gears.

29. A variable speed driving mechanism comprising an j therewith; tubular second and third shafts axially aligned i on an axis offset from said engine shaft, extending generally parallel thereto; driving means between said engine shaft and the outer end of said offset second shaft; a hydrodynamic coupling having a driving member connected to said second shaft, a driven member connected to said third shaft, said connections being near the adjacent ends of said shafts; a fourth shaft extending coaxially through said axially aligned shafts, connected, beyond said second shaft, to the aforesaid mechanism to be driven; and variable speed means connecting said tubular third shaft, near the outer end thereof, to said fourth shaft.

30. The mechanism as in claim 29 wherein; said variable speed means is compound planetary gearing having a plurality of sun gear elements, a driven element connected to said fourth shaft, and at least one set of two intermeshing planetary reversing gears interconnecting 1-5 the .aforesaid elements; a first clutch is provided. for conn'ecting said third shaft to one of said sun gears; a second clutch is provided for connectingsaid third shaft to another of said sun gears; and a vbrake is provided for controlling the rotation of at least one of said sun gears.

31. The mechanism as in claim 27 wherein; said hydrodynamic coupling is a uid torque converter having a reaction member, a driving member connected to said first shaft, a driven member connected to said second shaft, said connections being near the adjacent ends of said shafts; braking means is provided for controlling thel rotation of said reaction member; and said means for supplying power to said first shaft is in a manner to cause the total power to ow through the aforesaid converter.

32. The mechanism as in claim 29 wherein; said hydrodynamic coupling isa uid torque converter having a reaction member, Va driving member connected to said second shaft, a driven member connected to said third shaft,v said connections being near the adjacent ends of said shafts; and braking means is provided for controlling the rotation of said reaction member.

33. The mechanism as in claim 29 wherein; said mechanism to be `driven b y said engine is a differential of a motor vehicles axles, said axles driving the wheels of said motor vehicle.

References Cited in the file of this `patent UNITED STATES PATENTS Re. 22,967 Nutt et al. Jan.27, 1948 1,256,372 Rowledge Feb. 12, 1918 "1,649,050 'Winch ..-2---- Nov. 15; 1927 16 Washauer Aug. 19, 1930 Maxson Nov. 18, 1930 Neracher Sept. 13, 1938 McCullough Nov. 22, 1938 Dodge Mar. 24, 1942 Pollard June 22, 1943 McFarland July 20, 1943 Miller Aug. 10, 1943 Jandasek Nov. 2,k 1943 Oldfield June 19, 1945 Hobbs Aug. 7, 1945 Browne Mar. 12, 1946 Camagua et al .'an.A 14, 1947 Lawler Apr. 1, 1947 Bacon May 13, 1947 Aronson ----2 Aug. 31, 1948 McGill Mar. 29, 1.949 McRae July 11, 1950 Johnson Jan. 2,. 1951 Winther Feb. 6, 19511 Winther Mar. 27, 1951 Paton Apr. 17, 1951 Karon Jan. 1, 1952 Kelbel Ian. 15 1952 Swennes L Apr. 8,. `1952 Mies et al. Oct. 28, 1952 McRae Jan. 6, 1953 McFarland Nov. 23, 1954 Pollard Nov. 30, 1954 FOREIGN PATENTS Switzerland Apr. 30,l 21949 UNITED STATES PATENT OFFICE CERTIFICATE 0E CORRECTION Mayen i?, 1959 Patent No, 2,877,0@9

George r' o Karow 1It is hereby certified that error appears in the printed specification of bhe above numbered patent requiring correction and that bhe said Letters Paten-t. should read as corrected below.

lli., after "an engine" each 13, line 29, after umeans" "shaft 98" read n sbaTI Column l2, line 33, and column ll, line occurrence, insert mbas a shaft me; column strike out the comma; column 5, line '70, for

Signed and sealed this lst day of 1%()u (SEAL) Attest:

KARL H., AXLINE Attesting Ocer ROBERT C. WATSON Commissioner of Patents 

